Condenser for locomotives



Jan. 21, 1930. L. P. MICHAEL CONDENSER FOR LOCOMOTIVES Filed April 12, 1926 5 Sheets-Sheet lNvENToR LOREN P. MICHAEL BY {5M ATTY.

Jan. 21, 1930. P. MICHAEL CONDENSER FOR LOCOMOTIVES Filed April 12, 1926 5 Sheets-Sheet lNVENTOH LOREN P. MICHAEL Jan; 21, 1930. l M|HAEL 1,744,052

CONDENSER FOR LOCOMOTIVES wirea' April 12. 1926 s Sheets-Sheet 3 Has \NVENTOR LOREN Ft MICHAEL ATTY.

5 Sheets-Sheet 4 Filed April 12, 1925 \NVENTOR LOREN P. MICHAEL BY 2 4d;

ATTY.

FIGJZ Jan. 21, 1930.

L. P. MICHAEL CONDENSER FOR LOCOMOTIVES Filed April 12, 1926 5 Sheets-Sheet 5 lNvENToFe LOREN P. MICHAEL BY SM ATTY.

Patented Jan. 21, 1930 UNITED STATES PATENT FFEEE LOREN P. MICHAEL, 0F ELMI-IURST, ILLINOIS, .ASSIGNOR 0F ONE-HALF 'IO HARRY '1. BENTLEY, OF OAK PARK, ILLINOIS CONDENSER FOR LOCOMOTIVES Application filed April 12,

This invention relates in general to locomotives, having reference more particularly to what are known as steam turbine driven locomotives which employ a closed steam and water circulation system and generate an electric current for propulsion through electric motors on or geared to the axles of the traction wheels; and the present invention resides in an improved steam condensing means especially "applicable to locomotives of the type referred to.

V The chief engineering problem involved in locomotives of the above-specified type is to secure sufficient steam condensing capacity, this problem, of course, being greatest in the case of locomotives designed for use in comparatively warm climates; and no steam "turbine driven locomotives have been built in this country because no steam condensers of sufficient capacity have been available, or which are small enough and light enough to be placed in the limited space available on locomotives using the standard locomotive or lire box type of boiler. To a small extent steam turbine driven locomotives of small or medium horsepower capacity have been used England, Germany, Sweden and Swit-zerland,-countries where the average teiiu ierature is considerably lower than that in this country. But with larger capacity locomotives used in a warmer climate, the air-cooled condensers which have been employed in the European countries specified would not be of sufficient capacity to condensethe large volume of steam exhausted from the large modern steam locomotives now used in this country.

Two types of steam condensers have been tried out on turbine driven locomotives in Europe. These are the water-cooled evaporative type, and the air-cooled type. The water-cooled evaporative type condensers are very large and cumbersome, involve details of construction which have given trouble in operation, and require approximately one pound of water to be evaporated to condense one pound of steam, which requires alarge quantity of cooling water to be carried. For

these reasons engineers in Europe are turn- 1926. Serial No. 101,255.

ing to the air-cooled type of condenser for turbine driven locomotives.

The best known types of air-cooled steam condensers in locomotive practice have not, however, been entirely successful for a number of reasons. Some of them have been located only on the rear or water tender portion of the locomotive where full advantage cannot be taken of the velocity of travel to produce movement of a large quantity of air through the condenser. Again, practically all of these condensers have employed ineiiicient means for blowing or exhausting the air through the condenser. Still again, some of them have been too deep in section, from front to back, to be efiicient and have been located only at the extreme front of the locomotive. Others have been so an ranged that the cooling air would pass in through one portion and out through another portion of the condenser, which limits the capacity and eiiiciency of the condenser; and in many cases the condensers used have been made up of comparatively large sized plain pipe which is heavy and has but a limited amount of radiating surface.

Extremely large capacity and high radiating efliciency of an air-cooled condenser are the paramount requirements for locomotive practice, and. must be obtained to insure the successful operation of a steam turbine driven locomotive, especially where the latter is used in comparatively Warm climates. One object of my present invention, there fore, has been to provide in a locomotive of the type specified, an improved air-cooled steam condenser, including an improved structure and location of the condenser itself, improved means for utilizing the velocity of travel thereof, and improved means for inducing and distributing the air in all directions through the condenser.

I have also found that the work of the aircooled condenser may be greatly aided by the employment, in association therewith, of a rotary ct steam condenser and vacuum pump for condensing such residiuum of steam as may be uncondensed in the air-cooled condenser, in association with an air-cooled water cooler for the water used in effecting the con densation of the residual uncondensed steam in the rotary jet steam condenser and Vacuum pump.

Furthermore, by discarding the standard type of locomotive boiler and substituting therefor a water tube boiler and steam superheater of a type disclosed in my Letters Patent No. 1,575,875 granted March 2, 1926, which both economizes space and weight and increases elliciency, and locating such boiler and superheater substantially centrally of the locomotive structure, I am able to provide a very large air-cooled condenser forw rdly of the boiler, and also a sizeable air-cooled water cooler in rear of the boiler. Another object of the invention, therefore, may be stated to be to provide an organization whereby, through the use of a steam generator of limited length relatively to standard locomotive practice, much larger and higher capacity air-cooled steam condensers and water coolers than have heretofore been known may be used.

I have also herein disclosed means whereby a portion of the air drawn through the aircooled steam condenser may be advantageously used in effecting both a forced and an induced draft in the boiler, this incluoing a novel arrangement whereby the incoming air constituting the forced draft is passed parallel with and countercurrent to th hot gases from the boiler drawn off by a portion of the condenser air acting as a draft inducer.

Other objects and attendant advantages of the invention will be apparent to persons skilled in the art as the same becomes better understood by reference to the following detailed description, taken in connection with the accompanying drawings wherein I have illustrated, necessarily largely in a diagrammatic manner, one practical physical embodiment of the principle of the invention, and in which Fig. l is a diagran'nnatic view in side elevation of my improved locomotive;

Fig. 2 is a longitudinal vertical section of the same showing the location and relative arrangement of the principal co-operating parts;

Fig. 3 is an isometric View of the air-open ated draft inducer and the upper portion of the forced draft air heater;

Fig. 4 is an isometric view of a fragment of a flat tube fin type of radiator preferably employed in the air-cooled steam condenser and water cooler;

Fig. 5 is a fragmentary vertical longitudinal section through the fore part of the aircooled steam condenser and the air scoop, showing a detachable extension of the latter;

Fig. 6 is a fragmentary horizontal section through one side of the steam condenser and air scoop Fig. 7 is a fragmentary horizontal section through a side or top of the air-cooled water cooler at the rear end of the locomotive;

Fig. 8 is a transverse section, the left half taken through the air-cooled water cooler and the right half taken through the coal hopper and main frame;

Fig. 9 is a transverse section, the left half taken through the water tube boiler, steam superheater, ash pan, grate, gas discharge duct and main frame, and the right half taken through the air heater, gas inducer and main frame;

Fig. 10 is a transverse section through the rear shallower portion of the air-cooled steam condenser, forced draft and inducer fan, electric generator, rotary jet steam condenser and vacuum pump and main frame; substantially in the plane of the line 1()-10 of Fig. 2;

Fig. .1 is a transverse section on the line l1l1 of Fig. 2 through the front deeper portion of the air-cooled steam condenser, air-cooled fan, louvers and main frame;

Fig. 12 a rear elevation of the locomotive; and

Fig. 13 is a front elevation.

Referring to the drawings, 10 designates the main frame of a locomotive extending the full length thereof, supported on front and rear trucks having carrying wheels 12 and driving wheels 13. The intermediate portion of the main frame may be depressed, between the front and rear trucks, as indicated in Fig l, and on said depressed portion is mounted a water tube boiler designated as an entirety by M. The boiler herein illustrated is substantially identical with that forming the subject-matter of Letters Patent No. 1,575,375 granted to me liar-ch 2, 1926; but it should be unnerstood that the structural details of the boiler are not related to the present invention, and any other suitable steam generator may be employed. The water tube type is, however, preferable for the reasons herein-above stated. Occupying a large portion of the space forwardly of the boiler 14 is the air-cooled steam condenser designated an entirety by 15. As best shown in Figs. 2, l0 and 11, this condenser is a rectangular hollow structure formed with top, bottom, side and inner end walls or radiator cores preferably of the small flat tube fin type illiustrated in Fig. 1 and approximately six inches in depth to obtain maximum efficiency. These walls or cores are made with the largest superficial area possible at the sides, top, bottom and rear end permitted by the structural design of the locomotive as a whole, the rear portion, which overlies the turbine, generator, and other parts being shown as somewhat shallower than the front portion, and omitting the bottom wall. The distribution of steam throughout the front section of the condenser may be effected, as shown in Fig. 11, by longitudinally extending tubes is disposed in the correr regions communicating through distributing pipes 17 with hollow longitudinal headers 18 at the four corners, with which headers 18 the radiator cores communicate; the tubes 16 and headers passing steam into a distributing header 18 at the front. The rear shallow section may receive steam from a header pipe 18 10) communicating with the lower edge of one side wall of the condenser. In advance of the open front end of the condenser is a rectangular flaring air scoop 19, equipped with manually controlled pivoted shutters 19. Suitably journaled in the front part of the condenser is a large sirocco type fan 20 designed to force the air upwardly, downwardly and sidewise through the corresponding radiator cores, and immediately in rear of the fan 20 is a propeller type fan 21 designed to draw the air into and propel it through the condenser. A fan of the sirocco type referred to is illustrated in reissue pattents to Davidson Nos. 12,7 96 and 12,7 97, lfay 26, 1908. The movement of the air through the radiator cores is further aided by the provision of outwardly and rearwardly inclined louvers 22 on the top and sides of the condenser. Horizontally disposed upwardly and outwardly inclined louvers 23 opposite and extending below the lower front portions of the side walls of the condenser serve to deflect upwardly and outwardly the air discharged through the bottom and lower side walls of the condenser.

Suitably mounted on the main frame beneath the rear shallower portion of the aircooled condenser a group of power devices, comprising a steam turbine 24, and electric generator 25 driven from the turbine through suitable reduction gearing indicated at 26, a rotary jet steam condenser and vacuum pump 27, anda booster pump 28 communicating with the rotary jet steam condenser and vacuum pump 27 by a pipe 29 and serving to discharge the water from said vacuum pump through pipe 46 to a water cooler on the rear end of the locomotive hereinafter referred to. Rotary jet steam condensers and vacuum pumps of the type referred to are illustrated in patents to Rees 1,144,865, June 29, 1915; 1,154,434, September 21, 1915; and 1,166,257, December 28, 1915. The fans 20 and 21 are mounted on a common shaft 30 that may be driven from the turbine 24 as by the chain and sprocket drive indicated at 31, or any suitable gearing.

Mounted on a suitable support in rear of the propeller fan 21 is a forced draft and draft inducer fan 32 equipped with an air diffuser 32 that may be normally driven from the fan shaft 30 through a chain and sprocket drive 33 or other suitable gearing when the locomotive is running, and independently driven by an electric motor 34 on the fan shaft, receiving current from an outside source when the locomotive is stationary and getting up steam. The air diffuser 32 is simply a flan ing extension of the delivery side of the casing of the draft inducer fan 32, and its purpose is to spread and guide the air blast of the inducer fan toward the forced draft air heater and draft inducer next described.

Between the boiler 14 and the rear wall of the aircooled steam condenser 15, and served by the fan 32, is a structure serving the double purpose of a forced draft air heater and draft inducer. Referring more particularly to Figs. 2, 3, and the right-hand half of Fig. 9, 35 designates each of a group of narrow flat forced draft air conductors and heaters disposed vertically in spaced relation in front of the boiler. ers 35, as best shown in Fig. 3, are closed at their top ends, but open at the upper portions of their forward edges which face the discharge from the fan 32 passing through the rear wall of the steam condenser 15, The bottoms of the air heaters 35 are also closed, as clearly shown in Fig. 2, but the lower portions of their rear edges are open and in direct communication with the space beneath the fire grate of the boiler. The spaces 36 between adjacent air heaters 35 communicate at their lower ends with a gas duct 36 for the products of combustion from the boiler and constitute fines for the upward flow of the hot gases. The discharge of the hot gases is stimulated by a draft inducer indicated in Fig. 2, and better shown in the upper part of Fig. 3; this draft inducer comprising a plurality of parallel spaced thin flat generally triangular flues 37 attached to and suspended from atransverse plate 38, each of said flues directly overlying one of the vertical draft flues between the air heaters and draft conductors 35. The inducer flues 37 are open on their front and rear sides so that a portion of the air delivered by the fan 32 is directed therethrough, thereby inducing an upward draft of the hot gases through the underlying flues. The efl ectiveness of the inducing draft may be enhanced by providing each of the fines 37 with a plurality of transverse division plates or strips 39 tending to deflect the air current upwardly through a low discharge line or smokestack 40 which registers with the rear discharge end of the draft inducer and with the upper ends of the draft passages of the air heater. The relative amounts of air transmitted by the fan 32 to the forced draft flues 35 and the draft inducer flues 37 may be regulated by a pivoted controlling damper 41 located at the junction of the two devices; and the general direction of the fan blast may be controlled by pivoted deflectors 41 on the diffuser 32.

The exhaust steam from the turbine 24 is led to one or more of the pipes 16 and head ers 18 of air-cooled steam condenser 15 by a pipe indicated at 42, and to the rear header These air heat- Lil ; and the 1S by a branch pipe as water of comlensation in the steam condo olivered to 331' 111 YB Clllllll in the rotary jet steam colr. pump 27 through a return pipe 43 (Fig. from the forward portion, and a return header 43 F i g. from e rear portion comnumicati:in; with pipe 43.

The eiliciency of the rotary jet steam condenser and vacuum pump 27 to aid in the complete condensation of the steam is, of course, enhanced by the cooled vrate used therein, and for this purpose I have pro Vided at the rear of the locomotive a wat tank 44, sur .iounting which is an air-coo. radiator type water cooler if) of generous proportions. cove ing substantially the entire top area oi the tank. The gen ral. structure of this water cooler. best n in Fig. 2 and the left section of 8 preterably follows that oi the air-cooled steam condenser 15, comprisiup top, side and rear walls or radiator cores als p i the tubular fin type s noun iuF hot water discharged by the cor tary jet steam condenser and 27 through the pipe 2.) is picl-te booster pump 28 and by the latt i through the pipe s 6. which, as

Figs. 2, 8 and 9, may be carrieo. one of the hollow main frame s. a central water distribution conduit 47 in. the top wall of the water cooler whence the hot water flows through the top sections on either side of said cor dropping by gravity from the latter the water tank 4%. As in the c arcooled steam condenser, a forced dow o1 cooling air is maintained upwardly side- 49. These fans may be direct drive by a. electric motor 51 with current supplied from the generator 25 From the tanl; 4d the cooled water is conducted by a pipe 52, which. as shown in 8 and may be housed in one of the hollow main members. to the rotary steam condo and vacuum pump 27. As shown in F g and 8, the sides 01 the air-cooled water cooler are preferably equipped with outwardly and rcarwardly inclined vertical louvers 53 so that the relatively rea 'wardly moving" air current bathing the sides when the locomotive is in motion will create a saction draftthrou h the ra 'ator cores. Directly in front oi and re .teringr with the top and side radiator walls oi the water cooler is a rectangular extension frame, the top and side members of which are equipped with outwardly and forwardly inclined louvers 54 and removable hinged adjustable air catchers (Figs. 1 and 7) by which, when the locomotive is in forward motion, a natural air draft is induced into the aircooled water cooler in aid of the fans 49 and 50. In Figs. 5 and 6 I have also illustrated detachable extensions or the front air scoop 19 designed to increase the capacity and efliciency of the latter in warm climates or during the summer season. In cold or crate climates these extensions will, not equircd. Such extensions preferably of top and bottom shutter vanes 56 and 5'7 and side shutter vanes 58 that are removably hinged to the corresponding outer edges oft die air catcher and held in place by brac rods indicated at Either or both. Oi the side vanes 58 may be equipped with a. window 60 (Figs. 5 and 6) to aiiord a clear vision ahead to the engineer and fireman.

S eam is supplied from the boiler to the trrbine by a pipe 61 2) leading from a steam superheater 62 (F igs. 2 and 9) at the top of the boiler 14. The pipe 61 may be equipped with a throttle 63 (Fig. 2) operated troni the locomotive cab 64 by a i and lever 66.

Ieucy of the air-cooled steam conieitic 5 may be enhanced during); very veather by the employment of a water such a device consisting of a pluor spray nozzles 67 disposed at the front oi"- the condenser, connected by crosspipes 68 and served by a pipe (39 from a spray supply pipe 70 beneath the condenser, leading from a pump 70 (Figs. 2 and 8). The nozzles 67 spray the water outwardly toward the top, bottom and side radiator walls of the forward portion of the condenser, the spray being caught by the air currents from the sirocco fan and thrown against the radiator walls. and the evaporation of the water from the latter aiding the cooling effect of the air. A similar spray device may be employed in the water cooler if desired.

It remains but to mention a few usual accessories of a locomotive of this aype, as to which no novelty is claimed, pointing out tl eir preferred location and arraiig'ement in the organization described. Reterrin "mainly to Fig. 2, at 71 indicated a coal SLOlZQl. of the screw twpe, driven by a stolicr engine 7:2. 73 indicates a low pressure feed water heater and boiler feed pump supplied ironi the water line d6 through a suction pipe 74;, and T5 indicat-es the big 1 pressure feed water heater supplier from the low pressure heater through pipe 76 and itseli dischar ing into the boiler through pipe 77. T8 designates the coal hopper locate t between the cab and the air-cooled water cooler; 79 designates the electric controller in the cab; indicates a steam turbine and generator for the headlight 81; and 82 indicates the electric motor for the driving wheels 13.

The high eiiiciency of the locomotive hereinabove described results mainly from the large steam condensing capacity provided therefor. This in turn is due to a number of co-operating features, such as the employment of a large area air-cooled steam c011- denser most advantageously located at the front of the locomotive working in combination with a large area air-cooled water cooler at the rear to cool water for a rotary jet condenser and vacuum pump operating to condense steam not previously condensed in the air-cooled condenser; the use of large volume and high efficiency air fans in both the steam condenser and water cooler; the utilization of the water in the storage tank to absorb heat in the rotary jet condenser and vacuum pump, thus assisting and relieving the air-cooled condenser; the utilizing of a part of the heated air discharged from the steam condenser (which would otherwise be wasted) for supplying forced draft for combustion, and further heating said air by passing it through a waste gas air heater before it is forced under the grates; further utilizing a part of the heated air discharged from the steam condenser in a waste gas inducer to draw the hot waste gases through the waste gas air heater, thereby eifecting an advantageous heat exchange, and reducing the visible smoke at the stack by mixing it with air; increasing the heat radiating capacity of the steam condenser and water cooler by advantageously located air scoops equipped with adjustable wings in connection with adjustable louvers; using the water cooling spray; and finally employing a high pressure watertube boiler and steam super-heater of compact design and light weight, which makes possible the installation and use of a steam turbine. electric generator, and steam condenser, which would be neither possible nor practical with the present standard type of locomotive boiler.

I claim:

1. A steam condenser system for locomotives, comprising a surface condenser, a combined rotary et condenser and vacuum pump communicating on its intake side with said surface condenser, a water cooler, and a boostor pump for effecting and maintaining a circulation of water through said water cooler and said combined rotary jet condenser and vacuum pump.

2. A steam condenser system for locomotives, comprising an air-cooled surface condenser, a combined rotary jet condenser and vacuum pump communicating on its intake side with said surface condenser, an aircooled Water cooler, and a booster pump for effecting and maintaining a circulation of Pl'lSlllg water through said water cooler and said combined rotary jet condenser and vacuum pump.

.3. A steam condenser for locomotives, com prising a hollow rectangular structure formed with tubular top and side radiator walls to receive exhaust steam, an outwardly flaring rectangular air scoop at the forward end of said structure, and pivoted shutters mounted in said scoop to control the volume of air passing through said structure.

l. A steam condenser for locomotives, comprising a hollow structure formed with tubular top and side radiator walls to receive exhaust steam, and a fan journaled in said structure adapted to blow air outwardly between the tubes of said walls.

5. A steam condenser for locomotives, comprising a hollow structure formed with tubular top and side radiator walls to receive exhaust steam, a fan journaled in said structure adapted to blow air outwardly between the tubes of said walls, and a second fan journaled in said structure adapted to create an air current longitudinally through said structure.

6. A steam condenser for locomotives, comprising a hollow structure formed with tubular top, side and rear end radiator walls to receive exhaust steam, a fan journaled in said structure adapted to blow air outwardly between the tubes of said top and side walls, and a second fan journaled in said structure and adapted to create an air current longitudinally through the latter and between the tubes of said end wall.

7. A steam condenser for locomotives, comprising a hollow structure formed with tubular top and side radiator walls to receive exhaust steam, a fan journaled in said structure adapted to blow air outwardly between the tubes of said walls, an air-inducing means ancillary to said fan comprising outwardly and rearwardly inclined louvers on the outer sides of said walls.

8. A steam condenser for locomotives, coma hollow rectangular structure formed with tubular radiator walls to receive exhaust steam, a flaring rectangular air scoop on the forward end of said structure, detachable scoop extension members attached to the front end of said scoop, and braces for holding said extension members in place.

9. A steam condenser for locomotives, comprising a hollow structure formed with tubular radiator walls to receive exhaust steam, a fan journaled in said structure adapted to blow air between the tubes of said walls, and a water spray head mounted on said structure and operating to direct sprays of water against the inner surfaces of said walls.

LOREN P. MICHAEL. 

